Thanks for the patch 
Haven't really tested it thoroughly, however I found the new font size of the tire temparatures a little off. The font looks a little blurred and it's quite hard to distinguish a 5 from a 6.
I actually liked the font the way it was before.
biggie
Edit: Forgot to mention that I'm not using anti-aliasing.
Haven't really tested it thoroughly, however I found the new font size of the tire temparatures a little off. The font looks a little blurred and it's quite hard to distinguish a 5 from a 6.
I actually liked the font the way it was before.
biggie
Edit: Forgot to mention that I'm not using anti-aliasing.
I wouldn't know which people and which sites you're talking about exactly...
No really, I'm totally at a loss here
to become = "werden" (German)
"bekommen" (German) = to get/to receive
Just imagine someone becoming a setup There's this lovely conversation on my mind:
Setup 1: Hi race_2!
Setup 2: Hi race_3! Whoa damn, seeing you so crooked with all that camber gives me the shocks!
Setup 1: Yeah, it's a pity. So how are YOU doing today?
Setup 2: Oh damn, did you really have to ask? I'm all out of pressures... my suspension is running low and I soooooo need a pit stop :/
Setup 1: Pah, not better than me. My tires are all flat and I don't have any torque. My gearing is faaaaaaaaar too long today!
Setup 2: And then there's those damn passengers annoying me. Sitting there all day and talking silly stuff about tweaking me... if only I had some more wing so I could fly away...
Setup 1: My thoughts exactly! Not to mention I feel so extemely overdampened, I'm virtually shaking all the time!
Setup 2: Well cmon, let's have some brake and refuel
Setup 1: Agreed!
"bekommen" (German) = to get/to receive
Just imagine someone becoming a setup
There's this lovely conversation on my mind:Setup 1: Hi race_2!
Setup 2: Hi race_3! Whoa damn, seeing you so crooked with all that camber gives me the shocks!
Setup 1: Yeah, it's a pity. So how are YOU doing today?
Setup 2: Oh damn, did you really have to ask? I'm all out of pressures... my suspension is running low and I soooooo need a pit stop :/
Setup 1: Pah, not better than me. My tires are all flat and I don't have any torque. My gearing is faaaaaaaaar too long today!
Setup 2: And then there's those damn passengers annoying me. Sitting there all day and talking silly stuff about tweaking me... if only I had some more wing so I could fly away...
Setup 1: My thoughts exactly! Not to mention I feel so extemely overdampened, I'm virtually shaking all the time!
Setup 2: Well cmon, let's have some brake and refuel
Setup 1: Agreed!
2) It doesn't feel to me like there's any difference, but honestly I wouldn't know for sure :/
And sorry for this off-topic question, but:
ROFL, "Monty Python and the Holy Grail", eh?
And sorry for this off-topic question, but:
ROFL, "Monty Python and the Holy Grail", eh?
I've known this problem since S1. It doesn't really matter if you're playing (online, offline) or not. It also happens when LFS is running idle in the background for several hours. I haven't measured exactly how long it took for it to happen, but ~6 hours seems to confirm my experiences quite well.
long live hotlapping tires!
Hey
I just noticed how extemely the tires seem to be deforming when hitting the curb on the entry of South City Classic's chicane. The tires don't suffer from this at all and the rims are all happy about getting some intimacy with the curb too
Good job from the manufacturers I'd say
biggie
I just noticed how extemely the tires seem to be deforming when hitting the curb on the entry of South City Classic's chicane. The tires don't suffer from this at all and the rims are all happy about getting some intimacy with the curb too
Good job from the manufacturers I'd say
biggie
uneven tire wear?
Hi once more!
There's one more mystery I've been unable to reveal which concerns tire wear and dirt on tires. And once more Aston National + the FZR serves me well for demonstrating that which I cannot explain with my limited knowledge of car dynamics.
In the beginning of the straight one usually cuts the chicane to carry more speed on to the straight. In the process, the left front and rear tire get dirty because there's a little sandy area next to the curb. The dirt pickup is uneven (more dirt on the rear compared to the front) but it also seems that the rate at which the front and rear tires become clean again is not balanced.
In the end of the straight the dirtier rear tires are completely clean while the front tires have some more problems shaking off the rest of the dirt.
I was thinking that it might have to do with the weight distribution of the car and thus more weight in the rear of the car would cause more tire scrub. But this doesn't make much sense to me...
It can't be excessive tire spin because there's actually no rear tire spin on the long straight. The rear tires are gradually getting cleaner a lot faster by just going down the straight at 200 Kp/h+.
Now I'd like to know why this happens and I'd be delighted if any of you had some ideas about this
As I love screenshots, I've attached three of those :P
biggie
There's one more mystery I've been unable to reveal which concerns tire wear and dirt on tires. And once more Aston National + the FZR serves me well for demonstrating that which I cannot explain with my limited knowledge of car dynamics.
In the beginning of the straight one usually cuts the chicane to carry more speed on to the straight. In the process, the left front and rear tire get dirty because there's a little sandy area next to the curb. The dirt pickup is uneven (more dirt on the rear compared to the front) but it also seems that the rate at which the front and rear tires become clean again is not balanced.
In the end of the straight the dirtier rear tires are completely clean while the front tires have some more problems shaking off the rest of the dirt.
I was thinking that it might have to do with the weight distribution of the car and thus more weight in the rear of the car would cause more tire scrub. But this doesn't make much sense to me...
It can't be excessive tire spin because there's actually no rear tire spin on the long straight. The rear tires are gradually getting cleaner a lot faster by just going down the straight at 200 Kp/h+.
Now I'd like to know why this happens and I'd be delighted if any of you had some ideas about this
As I love screenshots, I've attached three of those :P
biggie
Yes, I am aware of the undertray force. But I wasn't thinking that the drag would be so excessive that almost twice of the power/weight-ratio would result in only 25 Km/h more topspeed.
True, but I was just wondering because I kept imagining that GTR-like cars could achieve higher top speeds. Guess I might have to reconsider
GTRs too slow on the straight?
Hi
I was just wondering about one thing concerning the GTRs... it always occurred to me that their top speed seemed to be a little low, taking into account their absolute power of ~500 bhp.
On the longer straights, the GTRs seem to have only a minor advantage over the much heavier and less powerful FZ50. In the end of the Aston National start/finish straight, the difference is only 20-25 Km/h - of course with 0 downforce on the FZR.
Shouldn't it be possible for those monsters to hit the 300 Km/h-barrier quite easily or am I missing something? It seems they're completely lacking the "oomph" above 250 Km/h...
I didn't want to post this in the bug reports section because I was merely wondering and maybe there's something I didn't take into account.
See the attached screenshots for demonstration.
biggie
I was just wondering about one thing concerning the GTRs... it always occurred to me that their top speed seemed to be a little low, taking into account their absolute power of ~500 bhp.
On the longer straights, the GTRs seem to have only a minor advantage over the much heavier and less powerful FZ50. In the end of the Aston National start/finish straight, the difference is only 20-25 Km/h - of course with 0 downforce on the FZR.
Shouldn't it be possible for those monsters to hit the 300 Km/h-barrier quite easily or am I missing something? It seems they're completely lacking the "oomph" above 250 Km/h...
I didn't want to post this in the bug reports section because I was merely wondering and maybe there's something I didn't take into account.
See the attached screenshots for demonstration.
biggie
Yes, I agree with all of you that S2 has definitely become a little more CPU-intensive due to advanced physics. But not to such an extent as the frame rates haven't been dropping a whole lot since S1.
Still I think it shouldn't be that the 32x ff mode gets all jerky and laggy even to the extent that LFS doesn't react to any input for 1-2 seconds. If I assume correctly, this mode works by "dropping" physics calculations and it just uses "bigger steps" for the calculation of the next physics update. So it would seem the FF mode shouldn't become a whole lot more CPU-intensive because a lot of calculations in between are being dropped (you won't notice them anyway with those high speeds).
But I think the only one to comment on this from a technical point-of-view is Scawen anyway, so these are just an outsider's assumptions
All I know is that back in S1 this 32x mode was working properly (even with a grid of 10+ cars in MP replays) while in S2 a replay of a single car makes it seem like there's something wrong. This laggyness just felt a little weird to me so I thought I might report it here.
Still I think it shouldn't be that the 32x ff mode gets all jerky and laggy even to the extent that LFS doesn't react to any input for 1-2 seconds. If I assume correctly, this mode works by "dropping" physics calculations and it just uses "bigger steps" for the calculation of the next physics update. So it would seem the FF mode shouldn't become a whole lot more CPU-intensive because a lot of calculations in between are being dropped (you won't notice them anyway with those high speeds).
But I think the only one to comment on this from a technical point-of-view is Scawen anyway, so these are just an outsider's assumptions
All I know is that back in S1 this 32x mode was working properly (even with a grid of 10+ cars in MP replays) while in S2 a replay of a single car makes it seem like there's something wrong. This laggyness just felt a little weird to me so I thought I might report it here.
32x fast forward laggy in S2
Hi,
I've been experiencing a slight glitch with the 32x fast forward mode in replays since S2.
All the other fast forward modes are working smoothly but the 32x mode seems to be very laggy. It almost seems as though my CPU (AMD XP 2200+) was overloaded and couldn't cope with the load of calculations. It really looks like a slide show as there only seems to be an update every 200-500 meters.
Also, when trying to get back to 16x mode, there's a delay of 1-2 seconds - just as if the CPU didn't have time to register the inputs instantly.
I don't recall having these kinds of problems back in S1. 32x ff was just as smooth as any other mode.
biggie
I've been experiencing a slight glitch with the 32x fast forward mode in replays since S2.
All the other fast forward modes are working smoothly but the 32x mode seems to be very laggy. It almost seems as though my CPU (AMD XP 2200+) was overloaded and couldn't cope with the load of calculations. It really looks like a slide show as there only seems to be an update every 200-500 meters.
Also, when trying to get back to 16x mode, there's a delay of 1-2 seconds - just as if the CPU didn't have time to register the inputs instantly.
I don't recall having these kinds of problems back in S1. 32x ff was just as smooth as any other mode.
biggie
sprint track 2: is it a ghost or a pit wall?
Hi
I've just noticed a bug with the pit wall on sprint track 2. If you're running straight into the pit wall instead of turning to the right into the pits, there's no detected collision. Instead your car is being merged with the wall and you can continue driving within it.
See the attached replay for demonstration.
biggie
I've just noticed a bug with the pit wall on sprint track 2. If you're running straight into the pit wall instead of turning to the right into the pits, there's no detected collision. Instead your car is being merged with the wall and you can continue driving within it.
See the attached replay for demonstration.
biggie
Actually I'm kind of depedent on the speedo as well. It really helps me to compensate for not feeling the G-forces during racing/hotlapping. It's quite easy to judge whether you've gone faster or slower than the lap before because a big part of it depends on your minimum apex speed.
I constantly keep watching the speedo to make sure I'm not going too fast or too slow. Watching the speedo, you can easily determine which line is the fastest through a turn since the highest overall speed should be the fastest. You'll be able to tell exactly whether it's better to take a tighter line through a turn (take a curved exit with slightly less throttle application) or take a wider line (with more throttle at an earlier point) to carry more speed onto the straight.
One thing to look for is how rapidly (or slowly) your speed decreases up to the apex and how quickly (or slowly) you're regaining speed after the apex. Minimum apex speed is not everything as you could be approaching a long way up to the corner far too slowly, having ONLY your minimum apex speed in mind. Then again you could be focussing too much on your minimum apex speed on corner exit so that you miss the optimal point of acceleration.
This is what you'd want to balance. Going in as fast as you can, staying fast for as long as you can, keeping the optimum apex speed but not missing the right point of getting back to throttle.
One more thing you need to be aware of is the manner in which your car accelerates after the apex. You could be flooring throttle very early but not getting the best top speed at the straight because you simply didn't take the smoothest line of the least resistance for the tires.
Figuring out the IDEAL line is a very subtle business but just so fun
I have a certain method of judging how well I've exited a corner. On most tracks I have chosen some spots (posts, trees, boards, bumps etc.) at which I keep controlling the speedo to tell from the speed how well I've been doing up to this point. This can be really helpful in understanding where you've lost or gained time.
This doesn't work for me because I often tweak the gearing in the process of making a setup. Sometimes the revs/torque don't fit a certain corner at all so I sometimes have to apply some major changes to the gearing.
The only reliable constant is the actual speed. Without it, it would be quite difficult to get to the limit. It would still be possible for me to drive without crashing, but the subtle differences in speed (which decide over tenths and WRs) are hardly noticable by only your vision.
Imo, there's one more (if not the most important) factor for being able to push a car to the limit in LFS. It's sound.
You can tell from the amount of tire squealing how hard you're pushing or if you've just locked/spun your wheels. I personally couldn't ever drive without audio feedback from the car. It is really essential for being able to predict what the car is doing (and thus anticipating a necessary countersteer or drop in throttle).
I constantly keep watching the speedo to make sure I'm not going too fast or too slow. Watching the speedo, you can easily determine which line is the fastest through a turn since the highest overall speed should be the fastest. You'll be able to tell exactly whether it's better to take a tighter line through a turn (take a curved exit with slightly less throttle application) or take a wider line (with more throttle at an earlier point) to carry more speed onto the straight.
One thing to look for is how rapidly (or slowly) your speed decreases up to the apex and how quickly (or slowly) you're regaining speed after the apex. Minimum apex speed is not everything as you could be approaching a long way up to the corner far too slowly, having ONLY your minimum apex speed in mind. Then again you could be focussing too much on your minimum apex speed on corner exit so that you miss the optimal point of acceleration.
This is what you'd want to balance. Going in as fast as you can, staying fast for as long as you can, keeping the optimum apex speed but not missing the right point of getting back to throttle.
One more thing you need to be aware of is the manner in which your car accelerates after the apex. You could be flooring throttle very early but not getting the best top speed at the straight because you simply didn't take the smoothest line of the least resistance for the tires.
Figuring out the IDEAL line is a very subtle business but just so fun
I have a certain method of judging how well I've exited a corner. On most tracks I have chosen some spots (posts, trees, boards, bumps etc.) at which I keep controlling the speedo to tell from the speed how well I've been doing up to this point. This can be really helpful in understanding where you've lost or gained time.
This doesn't work for me because I often tweak the gearing in the process of making a setup. Sometimes the revs/torque don't fit a certain corner at all so I sometimes have to apply some major changes to the gearing.
The only reliable constant is the actual speed. Without it, it would be quite difficult to get to the limit. It would still be possible for me to drive without crashing, but the subtle differences in speed (which decide over tenths and WRs
) are hardly noticable by only your vision.Imo, there's one more (if not the most important) factor for being able to push a car to the limit in LFS. It's sound.
You can tell from the amount of tire squealing how hard you're pushing or if you've just locked/spun your wheels. I personally couldn't ever drive without audio feedback from the car. It is really essential for being able to predict what the car is doing (and thus anticipating a necessary countersteer or drop in throttle).
good move, definitely! Hoping that we'll one day get the old RSC posts in an archived form.
FGED GREDG RDFGDR GSFDG